A330 & A340 - SmartCockpit

1 a330 & A340 Flight Crew Training ManualFCTM (30 JUL 04)MODEL NUMBERSThe aircraft models listed in the table below are covered in this Flight CrewTraining numbers are used to distinguish information peculiar to one or more, butnot all of the aircraft. Where information applies to all models, no reference ismade to individual model Flight Crew Training Manual provides information and recommendations onmanoeuvres and techniques. The manual is divided into 10 , Start And And Initial , Cruise And And , Go-around & & 2 covers procedures and techniques not associated with a particularmanoeuvre or phase of flight. Chapters 3 to 7 are titled by phase of flight andcontain information about aircraft operations in that phase including, whereappropriate, operations in adverse weather conditions.

2 Chapter 8 coversnon-normal situations and manoeuvres associated with all phases of 9 covers operational information on use of communications andnavigation equipment and TCAS. Chapter 10 contains further information toclarify standard call-outs, the Company briefing guide and visualisations of theflow patterns of the (30 JUL 04)IntroductionThe FCTM describes how to operate the Airbus with descriptions of operationaltechniques. It also includes background information of a more technical naturefor reference. Some of the chapters have a preface, describing the chapter indetail for ease of reference. There is an alphabetical index at the back of themanual. The FCTM supplements the FCOM and other Company publicationsand must be read in conjunction with those manuals.

3 If areas of conflict areencountered, the FCOM and other Company publications are the Policy is contained in FCOM 3, where applicable and Operations ManualVolume 2 Part FCTM is intended to provide information in support of procedures detailed inthe Operations Manuals and techniques to help the pilot accomplish theseprocedures safely and efficiently. The FCTM is written in a format that is moregeneral than the Operations Manual. It does not account for aircraft configurationdifferences, unless these differences have an impact on the procedure ortechnique being the case where a procedure or technique is applicable only to an aircraft witha specific configuration, colour coding is used referring to the specific AND FEEDBACKAll FCTM holders and users are encouraged to submit questions andsuggestions regarding this manual via GroupWise to CP(A) or through IntraCX >FOP > All Fleets: Home > Crew Tools > Manuals ,8385,14771, Of ContentsREV 1 (6 JUN 05)TABLE OF CONTENTSG eneral InformationGeneralPreface.

4 Structure .. Philosophy .. And A/THR Mode Annunciator .. And Automatic Speed Protection Modes .. Directors .. Configurations .. Philosophy And Phase Specific Of Summaries .. And TEMCrew Resource Management (CRM) .. And Error Management (TEM).. PolicyCallouts .. FMA Callouts .. InformationREV 1 (6 JUN 05)Table Of ContentsFlight Law .. Law .. Law .. System .. Attitude Law .. Thrust .. Operational Path Presentation .. Uses Of The FPV .. Considerations .. 1 (6 JUN 05)PREFACEThis chapter provides the following general information on Airbus designconcepts and features: Manual Structure Operational Philosophy Autopilot/Flight Director ECAM Philosophy and Use CRM/TEM Operating Policy Flight Controls Thrust Control Flight Path VectorMANUAL STRUCTUREFCOM 1 provides technical system 2 provides selected performance and loading data for flight 3 contains the Limitations, Non-normal Procedures, Bulletins, NormalProcedures (NPs), Supplementary Procedures (SPs), Operational EngineeringBulletins (OEBs) and FCOM Bulletins.

5 The NPs set out the policy and philosophyfor the Airbus operation. The NPs ensure a standard operation based oncommon phraseology and techniques whereas SPs cover situations that do notoccur on a regular basis, manual engine 4 contains information relating to the design philosophy and operation ofthe QRH contains Non-Normal checklists, OEBs and Non-Normal MEL details which aircraft systems may be unserviceable prior to flight andmust be consulted if a reference is specified in the Aircraft Maintenance MEL is a Company document that uses the Airbus Master MEL (MMEL) asits source. Regulatory requirements dictate that the MEL must be at least asrestrictive as the InformationREV 1 (6 JUN 05)GeneralOPERATIONAL PHILOSOPHYThe NPs are set out in a logical sequence and provide the structure aroundwhich crew base their operation in order to provide a common standard.

6 Flowpatterns are designed to allocate actions to each crew member to share theworkload. By following the flow patterns, each crew member ensures that allactions necessary for any particular phase of flight have been accomplishedprior to the completion of the relevant checklist. Normal checklists are of the"non-action" type, all actions should be completed from memory prior to thechecklist being called for. The response to a checklist item confirms that thecorrect action has already been carried are accomplished only when checklists are provided to deal with and resolve non-normalsituations on the ground or in flight and are located in FCOM 3. By contrast tonormal checklists, Non-Normal checklists are of the "action" type, the "readand do" philosophy DirectorREV 1 (6 JUN 05)GENERALThe autopilot is designed to fly the aircraft within the normal flight envelope.

7 Itcan be engaged shortly after take-off and is certified to Cat 3B limits. Theautopilot is engaged using the push-buttons (pbs) on the FCU and should bedisconnected using the take-over pb on the autopilot automatically disengages if the aircraft flies significantly outside thenormal flight envelope AND A/THR DISCONNECTWhen the AP is disconnected using the takeover pb on the sidestick, the audioand visual alerts (cavalry charge, master warning light, ECAM message) arecancelled by a second push of the sidestick priority pb. Similarly, when theA/THR is disconnected using the instinctive disconnect pb on the thrust levers,the audio and visual alerts (single chime, master caution light, ECAM message)are cancelled by a second push of the instinctive disconnect pb. In both cases,allow sufficient time between these successive actions to ensure that the alertsare triggered, thereby ensuring that all crew are clearly alerted to the AP orA/THR disconnect InformationREV 1 (6 JUN 05)Autopilot/Flight DirectorFLIGHT MODE ANNUNCIATORThe FMA is located at the top of the PFD screens.

8 It is divided into 5 columnswhich indicate the operational modes of the AP, A/THR and FD. The columnsare numbered from the left and indicate the following:Mode changes on the FMA are called by the PF, then cross-checked andconfirmed by the a means of attracting the crew's attention to a change on the FMA, a whitebox is displayed for 10 seconds around each new annunciation. In the case of amode reversion, LOC/GS to HDG/V/S, the box is displayed for 15 secondsand is accompanied by a "triple click" aural AND AUTOMATIC SPEED PROTECTION MODESA mode reversion is when the AP and/or A/THR modes change automatically toensure mode compatibility. The new mode is displayed on the FMA anddepending upon the reversion, is sometimes accompanied by triple click. Whena mode reversion occurs, the FMA should be announced in the normal required, take the appropriate action to correct the flight some circumstances, to prevent an inappropriate speed trend, the AP maytemporarily abandon a vertical speed target to prevent the speed from eitherreducing below VLS or from exceeding VMAX.

9 In this case, the FMA modes donot change, however the V/S indication on the FMA pulses and is boxed amber,and a triple click is DirectorREV 1 (6 JUN 05)TRIPLE CLICKThe triple click is an aural alert designed to draw the pilots attention to theFMA. The FMA highlights a mode change or reversion with a white box aroundthe new mode, and the pulsing of its associated FD triple click aural alert also occurs in the following less common cases: Reversion to CLB (OP CLB) mode, if the pilot selects a speed on the FCUwhile in SRS. Inhibition of V/S mode engagement, if the pilot pulls the V/S knob while inALT*. Automatic speed protection at VLS/VMAX if the V/S target is not followedbecause the selected target is too AP can be handled in two ways; "selected" for short-term guidance and"managed" for long-term guidance.

10 Short-term guidance applies to actions thatare carried out by the pilot on the FCU, in response to an ATC guidance applies to instructions that have been programmed into theFMGS, the flight plan. Whichever method of management is being used, thecrew must monitor AP performance through FMA indications and HANDLINGWhen making selections on the FCU, locate the appropriate selector and thenmake any change with reference to the PFD, ND or FMA as appropriate. Thismethod ensures that the correct target is set for the AP and/or the AP is flying the aircraft, the PF makes the selections on the hand flying the aircraft, the PF requests the PNF to make the requiredselections on the DIRECTORSThe FDs are normally selected on when the aircraft is being flown by the FDs give a visual indication of the AP performance.